Walking vehicle



Feb. 2, 1954 1-, TUCKER 7 2,667,937

WALKING VEHICLE Filed May 24, 1948 5 Sheets-Sheet l ATTORNEY Feb. 2, 1954 Filed May 24, 1948 'IIIII.VIIIIIIIIIIIIIIIIII.will!!! .mililli ml J. T. TUCKER WALKING VEHICLE 5 Sheets-Sheet 2 & R

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WALK G VEHICLE Filed May 24, 1948 5 Sheets-Sheet 4 INVENTOR. JOHN 7f TUCKER By W14 A TTOR/VEY Feb. 2, 1954 J. T. TUCKER WALKING VEHICLE Filed May 24. 1948 5 Sheets-Sheet 5 ZjGHIZ a INVENTOR. M. JOHN r TUCKER ATTORNEY Patented Feb. 2, 1954 UNITED STATES PATENT OFFICE WALKING VEHICLE John T. Tucker, Oxnard, Calif.

Application May 24, 19.48, Serial No. 28,961

' 8 Claims. (01. 180-8) (Granted under Title 35, U. S. Code (1952),

sec. 266) This invention relates to walking vehicles, and more particularly to such vehicles as are amphibious and which travel over land or over marshy areas by the walking action of a pair of pontoon-like members flanking a central body, which vehicle may operate as a water craft by means of a propeller and rudder, selectively lowerable into position at the stern of the vehicle.

It is an object of this invention to provide a vehicle which will travel upon any kind of surface, from water to solid ground, including marshy land of any consistency, and also including sandy beaches having slopes and hills.

More particularly, it is an object of this invention to provide a vehicle which moves over land or marshy ground by a walking action, and which is capable of being made watertight and compartmented for operation as a boat in surfs and rough water.

It is another object of this invention to provide a walking vehicle which may be easily and simply steered and maneuvered over all types of terram. 7

It is another object of this invention to provide 'a walking vehicle capable of walking both forward and backward.

It is a further object of this invention to provide a vehicle especially adapted for operation over marshy and insecure terrain, which vehicle may be used to transfer and convey 'all manner of operating implements, from derricks, oil tanks and machine shops, to living quarters for personnel.

It is another object of this invention to provide a vehicle for operation over marshy terrain which is especially suited to laying behind it a track or roadway over the marshy terrain.

It is another object of this invention to provide in a walking vehicle sturdy and positive mechanism for successively lifting and depressing a pair of flanking steppers with respect to a central body.

it is an additional object of this invention to so design a walking vehicle that the lifting load and stresses occasioned by the stepping action are more or less evenly distributed over the entire walking cycle, and do not peak unduly at critical phases of the cycle.

It is a further object of this invention to provide an amphibious walking vehicle which will expeditiously push itself off a beach into the water.

It is a still further object of this invention to provide a walking vehicle capable of surmounting obstacles almost as high asits deck. y

It is another object to provide an amphibious vessel in which the buoyancy of the vessel and tilt of the driving propeller may be varied to suit loads and navigation conditions.

Other objects and many of the attendant advantages of this invention will be readily appreciated as the same becomes better understood by reference to the following description.

In general the teachings of the instant invention are best suited for embodiment in an am phibious vehicle of the walking type.' .The vehlcle'is preferably of the type comprising a pair of bodies interconnected by a driving means which effects relative movement between the two bodies in 'a closed path lying in a vertical plane. That is to say, the interconnecting driving means first lifts one body with respect tothe other, then advances it, then depresses it, in effect raising the other body, and finally advances the other body. In this way, a stepping motion is achieved between the two bodies.

It is preferred to form the vehicle of an inner or central body or member, flanked by an outer 7 body consisting of a pair of outboard members connected by transverse beams. Duplicate interconnecting driving means are placed at each side of the inner body, connecting with the two outboard members to achieve the necessary stepping motion.

It is preferred to dispose the driving means interconnecting the bodies at the forward end of the vehicle, in the form of an ovate gear rack mounted to one body, in which rides a pinion on the end of a shaft mounted on the other body. Relative lifting and advance at the stern of the vehicle is achieved by another interconnecting means which is effective to alternately lift and depress one of the bodies with respect to the other as the driving means effects the relative ovate movement between the two bodies. Y

The lifting and depressing means at the stern of the vehicle is made preferably in the form of a pair of rails pivoted to the two outboard members adjacent the side of the inner body. The rails are pivoted for oscillation in a vertical plane, and at the ends of the pivoted rails are mounted guide rails, which are in a plane approximately level with the pivot point of the pivoted rails. A horizontal stud extends from each side of the inner body and rides on the pivoted rail, either on the top or bottom surface thereof depending on whether the inner body is being lifted or depressed with respect to the outer .body. The pivoted rails are biased in a given the inner body with respect to the outer body, the studs ride on the top surface of the pivoted rails, effecting lifting of the stern of the inner body with respect to the outer body. Conversely, as the outer body is advanced with respect to the inner body, the studs ride on the undersurface of the pivoted rails, thereby lifting the outboard members with respect to the inner body. In this way the relative motion at the stern of the vehicle between the two bodies is caused to follow generally the same path as that achieved at the bow, but lagging in phase slightly, so that it is not necessary for the driving means to lift both the bow and the stern of either body simultaneously.

Leavening of the lifting load is further-accomplished by providing a break in the contour of the hull bottom of both bodies'andf fairing the hull upward toward the stern. This break is located immediately beneath the fulcrum of the stern lifting means and enables the forward end of each body to be tilted upward as the body starts its upward cycle, without tending to raise the stern end of the other body. The break also provides a pivot point about which the bodies may fulcrum, thereby enabling the load on the stern of the bodies to aid the forward gear mechanism in passing its critical stress point. 1

A propeller for driving the vehicle in water is provided at the stern and mounted in a frame which rides in a pair of arcuate rails, so that the frame and propeller may be elevated into the body of the vehicle when not in use. The drive shaft of the propeller is suitably hinged at the point where it intersects the axis of curvature of the arcuate guide rails.

'Steering pads are hinged dependingly from under the stern of each of the outboardmembers, the relative position of the pads beneath the members being adjustable, so that'the amount of drag imposed by a "given pad on its outboard member determines thesharpness with which the vehicle turns.

In accordance with the invention as described generally above, a particular embodiment has been "shown in the accompanying drawings, wherein: V

Fi 1 is an isometric view of the vehicle showing the principal operating elements; 7 V

Fig. 2 is a fragmentary view, showing one of the driving means interconnecting the two'bodies forming the vehicle; Fig. 3 is a section Fig. 2;

taken along line 33. of

Fig. 4 is a fragmentary view showing the meansat the stern of the vehicle for alternately lifting and depressing one of the bodies with respect to the other;

Fig. 5 is a partially sectioned view showing one of the steering members or pads used to steer the vehicle when it is walking;

Fig. 6 me. view of the underside of the vessel;

Fig. 7 is a longitudinal, sectioned view showing a portion offthe interior of the vehicle- Fig. 8 is a rear view of the propeller skeg employed to drive the vessel in water with the rudder and propeller removed;

Fig. 9 is a longitudinal section taken along line 9,-Q in Fig. 8 showing the skeg, all parts being in section except propeller, shaft, and rudder;

Fig. 10 is a fragmentary section taken along Fig. 11 is a substantially median longitudinal turning means;

Fig. 12 shows the manner in which the vehicle may be used as living quarters for personnel;

Fig. 13 shows the vehicle with a derrick mounted thereon;

Fig. 14 shows the vehicle with pipeline-laying attachment; and

Fig. 15 shows the vehicle with roadway laying attachments for laying a roadway over marshy or insecure terrain.

Referring to the drawings, 21 (Fig. 1) denotes an inner or central body which is disposed adjacent an outer body 22, the latter being in the form of a pair of outboard or outer members 23 and 24 flanking the inner body 2|. Fore and aft of the vehicle, the members 23 and 24 are joined by transverse beams 26 and 21, respectively, thereby forming the outer body 22 into at unitary structure. At their forward ends, the outboard members 23 and 24 are provided with driving means interconnecting them with adjacent portions of the inner body 2|. This means assumes the form of ovate gear racksv 28 and 29, respectively, mounted in vertical planes in the members 23 and 24, respectively, adjacent the sides of the inner body 2|. The gear teeth are directly inwardly of the oval. A shaft 3| is. journaled transversely of the by means of bearings 32, and has at each end thereof a pinion 33 meshing in the respective gear racks 28 and 29. The shaft 3| is driven through chain drives 34 by a suitable source of power such as an engine 36.

The driving means including the gear racks 23 and 29 and the driving shaft 3| thus cause the two bodies 2| and 22 to be interconnected for relative movement in a closed path lying in'a vertical plane, in this case the closed path being an oval, or elongate circle, as seen from the shape of the gear racks 28 and 29. As the shaft 3| rotates counterclockwise in Fig. 1, the outer body 22 is first lifted at the bow with the respect to the body 2|, and is then advanced, thus effecting the first phase of the step. As the pinions 33 reach the rearward end of the gear racks 28 and 29, the two bodies are returned to the same level. Then the inner body 2| begins to lift withinthe outer body 22, and is advanced with respect to the outer body,as the pinions 33 ride in the upper part of the gear racks 28 and 29.

While this motionis being effected between the bodies at the forward end of the vehicle, it is necessary that the stern iends of the two bodies also be lifted and depressed in, a generally similar manner. To this end means are provided interconnecting the bodies at the stern, eiiective to alternately lift and depress one of the bodies with respect to the other as the driving means at the forward end of the vehicle effects the relative movement just described. This means assumes the form of a pair of rails 31, one in each of the outboard members 23 and 24, which are pivoted for oscillation in a vertical plane, and are disposed, as, are the gear racks 28 and 29, adjacent the sides of the inner body2l. Riding on the rails 31 are rollers 39 on the ends of studs 38,

which are mounted on and project from each side of the inner body 2| near the stern thereof.

For driving the vehicle as a water vessel, a rudder skeg 4| is provided, including a pair of arcuate guide rails 32, by means of which the rudder may be raised into the interior of the body 2| when the vehicle is in use as a land craft. For steering the. vehicle as it walks, a pair 43 are hinged dependingly from outboard members 23 and 24,

respectively. The spacing between the pads 43 and their respective outboard members is adjustable and is determined by means of vertical steering posts 44, which are secured to the pads 43 and extend upwardly through the interior of the members 23 and 24.

Interconnectmg means The means interconnecting the two bodies will be particularly described with reference to Figures 2, 3, and 4 reverting also to Fig. 1.

Referring to Fig. 2, one of the gear racks 29 is shown secured to the outboard member 24. The pinion 33 is shown in mesh with the teeth 49 in the upper portion of the gear rack 29. The weight of the forward end of the inner body 2| is supported through the shaft 3| by the riding of a roller 41 (Figs. 2 and 3) on a track 48 positioned within the gear rack 29 and jutting out therefrom. The roller 41 is placed on the shaft 3| just behind the gear 33. In this way the gear 33 need only serve to effect the relative movement between the two bodies, and need not support the weight thereof. During the other portion of the driving cycle, 1. e., when the outboard body 22 is being lifted and advanced with respect to the inboard body 2 I, the roller 41 rides on the undersurface 49 of the projecting portion 5|, the upper surface 48 of which forms the trackway for the roller 41 during advance of the inner body 2|.

It will now be seen with reference to Fig. 2 that as the shaft 3| is caused to rotate counterclockwise by means of the engine 36, the pinion 23 meshes with the gear teeth it; and with its weight supported on the roller ll and the trackway 28, the inner body 2 I, which is elevated with respect to the outer body 22, is advanced with respect thereto. At the forward end of the trackway 28, the roller circular path formed at the end of the gear rack 29, and in the last half of the semi-circular traverse the outer body 22 is lifted with respect to the inner body 2 When the gear 33 has reached the lower right hand corner of the gear track 29, the bow of the outer body 22 has been lifted with respect to the inner body 2|, and is ready to be advanced with respect thereto by the gear 33 meshing with the lower portion 52 of the rack teeth. The weight of the outer body 22 during this traverse is taken up by the roller 41 riding on the under surface d9 of the projecting portion iii of the gear rack 29.

While the cows of the two bodies 2| and 22 are going through their relative cycles of lifting, advance, depression, and retreat, it is necessary that the stems of the two bodies go through a generally similar relative cycle in order that the stern of the vehicle will not drag. At the same time, it is desirable that thelifting and depressing phases of the cycle be out of phase with the similar phases at the bow of the vehicle, in order to evenly distribute the load on the driving engine, so that it will not be forced to lift the entire weight of either body at one time.

This is achieved by the lifting means including the pivoted rail 37 alluded to hereinbefore, and shown more particularly in Fig. 4. In this figure, one of the rails is shown pivoted by a pin 49 to the member 24, immediately adjacent the side of the inner body 2| at the stern thereof. Guide rail means 53 and 54 are mounted to the outboard member 24 beyond each end of the rail Bi, and serve to receive the roller 39 when the latter shifts from the top surface of the rail 3'1 47 is lowered in the semito the bottom surface thereof, or vice versa. Suitable means, shown in Fig. 4 schematically as a, spring 55, serves to bias the pivoted rail 31 in a counterclockwise direction. When it is desired to drive the vehicle backward, the biasing means is reversed so that the rail 31 is biased clockwise.

It will be seen with reference to Figs. 4 and 1 that as the driving means at the forward end of the vehicle lifts the outboard body 22 with respect to the inboard body 2|, the roller 39 remains substantially stationary in the guide rail means 54, inasmuch as during this lifting operation there is little relative longitudinal motion between the inner and outer bodies. As the gear 33 reaches the forward end of the rack section 52, appreciable forward motion of the outer body 22 with respect to the inner body 2| commences. This pulls the pivoted rail 31 forward with respect to the roller 39, so that the latter in effect rides on the under face 56 of the guide rail means 54, and thence on to the undersurface of the pivoted rail 31. Stop means 5'! on the outboard member 24 serve to limit the oscillation of the pivoted rail 37, so that the latter rides up and over the roller 39, until the roller reaches a point immediately beneath the pivot pin All. From there on, the weight of the outer body 22 causes the pivoted rail 37 to pivot clockwise about the pivot pin 49. The roller 39 continues to ride on the undersurface of the rail 31, but now the slope of the rail 3'! is downward, so that the stern end of the outer body 22 is gradually lowered until it reaches a point level with that of the inner body 2|, and the roller 39 enters the after guide rail means 53'. As the roller 39 clears the after end of the rail 31, the latter is returned to its former counterclockwise position by the bias 55, so that the upper surface of the rail 31 is now ready to receive the roller 39.

By this time, the pinion 33 is in the after end of the gear rack 29, and is ready to efiect lifting motion of the inner body 2| with respect to the outer body 22. As this is done, the roller 39 remains substantially stationary in the guide means 53, but as soon as the pinion 33 reaches the rearward end of the upper tooth portion 46, forward motion or advance of the inner body 2! with respect to the outer body 22 commences. The roller 39 is then drawn out of the guide means 53 onto the upper surface of the rail 31, so that lifting of the stern end of the inner body 2| is achieved, until the roller 39 is over the pivot pin 28. At this point the weight of the inner body 25 causes the rail 3'! to pivot clockwise against the bias 55, and the roller 39 continues forwardly, this time sloping downwardly and gradually lowering the inner body 2| until the roller 39 enters the guide means 54 to complete a stepping cycle.

It will thus be seen that the stern of the vehicle is alternately lifted after the corresponding lifting of the forward end, so that the load on the engine 36 is more evenly distributed and does not peak at one portion of the stepping cycle as would be the case were the entire lifting phase of the stepping cycle to be achieved in one operation.

The lifting load is further evened by providing a break in the contour of the undersunface of the hull of each body, so that as the lifting of the body commences it pivots about this edge as a fulcrum. The break in the outboard body 22 is shown at 58 in Figs. 1 and 5. Proceeding stern- ,ward from the edge 58 the bottom slopes upward as shown at 59. The edge 58 is preferably located directly beneath the forward roller guide means 54.

The edge 58 comes into play as the pinions 33 enter the forward arcuate portions of the racks 28 and 29, particularly the lower half of the racks. At this point in the cycle the forward portion of the outboard body 22 begins to lift, the entire body pivoting about the rollers 39 in the guide means 54.

It will now be manifest why the optimum location of the break 58 is directly below the guide means 54. Were it to be located aft of this location, the pivoting action would tend to drive the stern of the body 22 down into the mud and thus increase the drag as the body advanced with respect to the inner body 2|. Conversely were the break 58 to be located forward of this location, the pivotal lifting action would raise the body 22 entirely oh the ground since the edge 58 would swing free of the surface. This would place a detrimental burden on the engine 36 and on the teeth of the pinion 33 and the rack 29.

Another advantage of breaking the hull contour as at 58 is to permit the load on the deck of the body 22 aft of the break 58 to aid in raising the forward end by fulcruming the body 22 on the ground using 58 as a pivot edge.

The inner body 2| may likewise be faired upwardly at the stern if desired, the break being I}.

located directly below the rollers 39.

Steering members Steering mechanism for the vehicle is shown in detail in Fig. 5, wherein 63 shows one of a pair of steering pads, in this case the one depending from the port outboard member 2 The pad 133 is in the form of a fiat plate hinged at SI to the underside of the member 25. To the aft end of the pad 43 is attached by a pivot pin 82 the steering post 44, which extends upwardly in a tube 64 passing through the stern of the outboard member 24. The upper end of the post td is provided with a plurality of diametral holes 55 and the tube 54 has a registering hole 66 through which holes may be passed a large anchoring pin 61, which thus serves to selectively lock the post and the tube together in predetemined relation, thereby determining how far below the bottom of the member 26 the pad 43 will be positioned.

When it is desired to turn, for example to the left, the post 44 in the port outboard member 24 is allowed to drop downward in the tube 64 when the stern of the outboard body is raised to its 5 high posiiton; and the pin 67 is placed through the tube holes 65 and a registering port hole 65. In this way, there will be imparted to the port member 24 as the outer body 22 is lifted and advanced, a drag which will cause the entire vehicle to swing slightly to the left. The amount of drag and hence the sharpness of the turn is determined by the distance which the pad $3 is positioned beneath the stern of the member 24. If the pin 6! is placed in the upper of the holes 55, then an appreciable drag will be imparted to the outboard member 2 3 and the turn will be sharp. Conversely, if the pin 6! is placed in one of the lower holes 65, the post 4 3 will be held high up in the tube 6 3, thereby holding the pad 43 flush against the. bottom of the member '24, and no drag at all will be imparted.

It will be understood that right turns are achieved in a similar manner by operation of the starboard post 44. If desired, the dragging Traction means Vehicles of the present type are best suited for operation over marshes and muddy terrain where land craft cannot operate because the ground is too soft, and where water craft cannot operate because the conventional propeller means will not operate in any thing but a true liquid. In terrain of such consistency, however, the problem of traction becomes a vital one. In the solution of this problem the vehicle embodying the instant invention has been provided on the undersurface thereof with a plurality of cleats H best shown in Fig. 6. These cleats are preferably in the form of rectangular wooden timbers, placed in chevron fashion transversely on the bottom of both the inner body 2! and the outer body 22. In travelling over mud of particularly tenacious consistency, even greater traction means is sometimes required. This is provided in the instant invention in the form of transverse mud fins which may be selectively projected downwardly at the bow of each of the two bodies 2! and 22. Numeral E2 designates such a fin from the member in extended position, it being understood that the other two fins, i. e., that in the inner body 26 and in the starboard member 23, are in retracted position.

These fins are selectively lowered and raised with each step to maintain traction on whichever body is supporting the load. That is to say,

as the inner body 2! moves forward, its fin is retracted, while the two fins in the outboard members 23 and 2e are extended downwardl into the mud. Conversely, when the outer members 23 and 24, i. e., the outer body 22, is being ad vanced, the outer two fins are retracted, while the inner fin, depending from the body 25, is extended to hold it firm to the surface. The fins may be operated by any suitable means; it has been found that hydraulic means is to be preferred.

The bodies 2| and 22 are so arranged that when their bottoms are on the same level, one of the bodies projects a few inches beyond the other at the bottom. For example with the bodiesin the relative positions shown in Fig. 1, the forward bottom edge lb of the inner body 2! projects a few inches beyond the corresponding edge of the outer body 22. This feature insures that the vehicle will always be able to shove itself oif from the beach as it enters the water, stern first. Stern first entry is preferred in order that the rudder and propeller may be instantly available to assume control when the vessel is water borne. If the body 2|, which is shorter than the body 22, were to terminate coincident with the body 2| instead of being slightly longer (or shorter), then a condition might be encountered where the outboard body was just hung on the beach by its forward edge, and the inner body would step uselessly, being unable to eifect the final push needed to float the vessel.

The bodies 2| and 22 are arranged at the stern so that with the former at its extreme rearward position, its bottom edge also projects a few inches beyond the outboard body 22 so that the final push may be achieved whether the vessel backs or fronts into the water.

The same slight mismatch in leading edges assures the craft will always be able to lift itself onto a beach from the water even though the initial beaching be incomplete.

Another feature enhancing the universality of the vehicle is the sloping nature of the forward portion of the bottom. As shown at 99 in Figs. 1 and 6, the bottom of both bodies, which are generally flat, are sloped upward at the bow of the vehicle at about 30 from the horizontal. The surfaces 69 constitute an inclined plane by means of which the vehicle may force itself up and over any wall or similar obstruction which is lower than the forward edge of the sloped surfaces 69.

The centering spring The lifting operation of one body with respect to the other places a considerable peak load on the engine 36 and on the teeth of the pinions 33 and the racks 28 and 29. To lighten this load, heavy spring means are provided interconnecting the inner and outer bodies, and urging the two bodies to the relative mid-position; that is a position where the inner body is neither advanced nor retreated longitudinally with respect to the outer body, and vice versa. In this way, as the pinions 33 complete their climb around the arc of the gear racks 28 and 29, and as the rollers 39 effect the relative upward motion at the stern of the vessel, the spring means is returned to normal position, and the force exerted thereby lightens the load on the engine. Energy is restored in the spring means as the two bodies move away from their relative longitudinal midposition.

Two springs are provided constituting this spring means, one at each side of the inner body 2|. Each spring, for example the starboard spring shown in Fig. '1, includes an elongate housing 13 mounted longitudinally on the bottom of the inner body 2|. The housing 13 is divided in two by a transverse partition 14, and in each half there reciprocates a shaft 16 and 11, respectively. Compressed between washers 18 and 19 on their respective shafts and the corresponding end wall of the housing 13 are a pair of very strong springs 8| and 82. To the extended end of the shaft 11 is attached a cable 83, which passes forwardly and upwardly over sheaves 84, journaled. on the body 2|, and then back 'amidships of the vessel, where it is secured to a plate 88, mounted to a framework 81, depending from the outboard body 22. Similarly, the shaft 18 extending sternward has secured to it at its outer end another cable 88, which passes upwardly over sheaves 89, and thence forwardly amidships, where it too is secured to the plate 89.

In the position shown in Fig. '7, the two bodies are centered, i. e., the gear 33 is midway along either the upper gear section 46 or the lower gear section 52 (Fig. 2). Assume that the gear 33 is meshed with the upper or the straight sections 46. This means that the inner body 2| is elevated, and is being advanced with respect to the outer body 22. As the advance continues, the cable 83 tightens, compressing the spring 82, and storing energy therein; while the cable 88 correspondingly slackens. At the end of the stroke, when the pinions 33 are in the extreme forward end of the gear racks 28 and 29, spring 82 is compressed to a maximum. At this point, the two bodies 2| and 22 are on the same level. Then, as the outer body 22 begins to rise with respect to the inner body 2 I, the spring 82 begins to return its stored energy, and aids in the lifting operation. The energy is steadily returned until the pinion 33 reaches the mid-point of the lower outer body 22, as shown at 9|, thereby completelycovering th hold of the inner body 2|, which contains the operating machinery, and provides a loading space for the useful load.

The skeg The skeg for mounting the propeller and rudder, used when the vehicle is employed as a water vessel, will now be described. Referring to Fig. '1, an angular plate 92 is shown pivoted at the end of the keel by a horizontal pivot pin 93, so as to be pivotable in a vertical plane longitudinally of the vessel. A frame 94 is secured to the plate 92, and is disposed substantially vertical when the skeg is in lowered or extended position. As shown in Fig. 8, the frame 94 is disposed transversely of the vessel, and carries, by means of a bearing trunnion 96, the extreme end of a propeller shaft 91, which is disposed amidships at the bottom of the vessel, and which inclines slightly upward as it extends into the center of the hold, the inner end of the shaft being connected to a transmission system 98, driven from the engine 39. The frame 94 continues upwardly and includes a braced portion 99, the 'outer edge beams |0I of which are guided by a pair of arcuate rails I02, disposed in parallel vertical planes at the stern of the vessel, the axis of curvature of the arcs coinciding with that of the pivot pin 93. It will be thus seen that the propeller I03 secured to the shaft 91 just inside the bearing trunnion 96, may be selectively raised into the body 2 I, or lowered sternwardly into operating position by rotation of the assembly 9294-- 99 about the pivot point 93. The shaft 91 passes through the axis of curvature of the arcuate rails I02, and is hinged by being provided with a universal joint I04 at its intersection with this axis.

The manner in which the side beams IOI of the frame 99 are mounted in the rails I02 is best seen in Fig. 10, which is a section taken along line I0--I0 of Fig. 9. As seen in Fig. 10, the rails I02 are provided with inwardly extending guide portions I03, which serve to restrain a block I01, to which are secured the outer channel beams IOI of the frame 99. A triangular sliver I08 cut from a piece of an angle iron is secured also to the block I01 to brace the channel beams IOI thereto. The block I01 is preferably faced with a channel of brass I09 where it rubs against the rails I02. The edge channel beams IOI of the frame 99 are preferably positioned to form a chord across the arcuate rails I02, and a mounting similar to that shown in Fig. 10 is provided at each intersection III and I I2.

The skeg is raised and lowered by a cable H3, secured to an eye-bolt I I4, anchored at the midpoint of the top transverse member II5 of the frame 99. The cable I|3 passes over a roller IIE, from which it disengages as the skeg approaches the inner extremity of its arcuate movement. The cable may be drawn by any suitable means.

The skeg also carries a rudder M1, the lower edge of which is journaled at I I8 in the angular member 92 outwardly of the propeller I83, the upper end being journaled in a bearing H9, extending outwardly from the frame 94. The

. r 11 means for turning the rudder II? is shown particularly in Fig. 11, and includes a series of shafts coupled together by universal joints, and so arranged that the rudder and shaft assembly may be retracted as the skeg is raised into the vessel. The rudder shaft consists of a plurality of shaft segments, 2I, I22, I23, and I24, coupled together by universal joints, and disposed generally in an arcuate pattern following the contour of the rails I02, The shaft I22 is journaled at each end in bearings I26 secured by suitable framework to the general skeg frame 99.

The shaft I24 is of square cross section, and mates within a driving sprocket I21 journaled in a bearing IZBsecured to the inner body 2|.

the skeg is raised or retracted, the shaft I24 is free to slide within the sprocket I27; and the shaft sections I'2I, I22, and I23 collapse to the positions shown by the dashed lines. Before retraction of the skeg, the rudder II! is turned athwartship so that it may be received in a transverse well I3I, formed at the stern of the vessel (see Fig; 6). The driving sprocket I21 is suitably actuated from a sprocket I3I and a shaft I32 through a chain [3.3.

When the vessel is water borne, its draft may be controlled within limits by positioning the inner body 2I at anydesired point in its movement cycle within the outboard body 24. For example, with a light load on the deck 9t, it might be desirable to raise the body 2! within the body 22, by positioning the gear 33 at the center of the top portion of the racks 28 and 29, as shown in Fig. 2. Conversely, with a heavy load, the draft of the vessel can be decreased by I lowering the gear to the vertical portion of the rack 2 midway between the upper rack portion 46, and the lower rack portion 52, therebymaking the bottom of the body 2 I flush with the bottom of the body 22.

A further navigation advantage lies in the ability of the inner body 21' to be tilted within the body 22. By leaving the body 2I tipped back in the body 22, the propeller I03 is lowered further into the water, thereby minimizing danger of the propeller churning the air as the vessel pitches.

Adaptations of the vehicle In Fig. 12 the vehicle is shown with a house or barracks Illmounted on the decking 9! coveringthe outboard member 23- and 24.

In Fig. 13 the vehicle is shown employed supporting a derirck MI, and suitable operating house I42. Oil may be stored in a tank I43 in the hold if desired.

In Fig. 14, the vehicle is shown in use as a water vessel for the laying of a pipe line Hi6 supported by floats I44, the welding of the pipe sections being achieved successively as the vessel moves forward and lays out the pipe line I46 with the floats M l already secured thereto. A trailing float I4! is drawn by the vessel to assist in lowering the pipe line.

In Fig. 15, the vessel is shown in use walking over marshy land or tundra II, and laying behind it continuously a plank roadway 5-52. As the vehicle advances an upper plank, I53, for example, slides over the edge of the remaining planks, hooks I 54 on the forward end thereof catching over a transverse bar I56 on the after end of the next succeeding plank I5? immediately beneath, in turn dragging the plank I5? from the deck of the vehicle. In this way, only one plank need be started, the remaining planks being automatically caught and drawn from the vehicle in I2 a continuous chain, laying behind the craft a solid roadbed for ordinary wheeled vehicles to pass qyer the tundra I5I.

Obviously many modifications and variations of the present invention are possible in the light of the above teachings. It is therefore to be understood that within the scope of the appended claims the invention may be practiced otherwise than as specifically described.

The invention described herein may be manufactured and used by or for the Government of the United States of America for governmental purposes without the payment of any royalties thereon or therefor.

What is claimed is:

1. In a walking vehicle having a pair of bodies with means for moving them longitudinally relative to each other, a rail pivoted to one of said bodies adjacent the other of said bodies for oscillation in a vertical plane, guide rail means mounted to said one body beyond the end of said pivoted rail, said guide rail means being in a plane approximately level with the pivot point of said pivoted rail, and a horizontal stud extending from the side of said other body and a roller on said stud riding against said pivoted rail and said guide rail means for relative lifting and lowering movement between said bodies as they are moved longitudinally relative to each other.

2. In a walking vehicle having an inner body within an outer body with means for moving them longitudinally relative to each other, the outer body comprising a pair of members joined together and flanking said inner body, a pair of rails pivoted to one of said. bodies adjacent the other of said bodies for oscillation in a vertical plane, guide rails mounted to said one body beyond the ends of said pivoted rails, said guide rails being in a plane approximately level with the pivot point of said pivoted rails, and horizontal studs extending from the sides of said other body and rollers. on said studs riding against said pivoted rails and said guide rail means for relative lifting and lowering movement between said bodiesv as they are moved longitudinally relative to each other.

3. In a walking vehicle having an inner body within an outer body with means for moving them longitudinally relative to each other, the

outer body comprising a pair of members joined together and flanking said inner body, a pair of rails pivoted respectively to said members adjacent said inner body for oscillation in a, vertical plane, guide. rails mounted to said members beyond the ends of said pivoted rails, said guide rails being inaplaneapproximately level with the pivot point of said pivoted rails, and. horizontal studs extending from the sides of said inner body and rollers on said studs riding against said pivoted rails and said guide rail means for relative lifting andlowering movement between said bodies as theyare moved longitudinally relative to each other.

4. In a. walking. vehicle according to claim 1, stopmeansonsaid one; body to limit oscillation: of said: pivoted rail as it pivots between extreme positions.

5. A walking vehicle comprising a first body havingza bottom, a second body having a bottom, said second body positioned beside said first body, driving means at one end of said bodies including means interconnecting them for relative vertical and longitudinal movement in a closed path lying in a vertical plane, power means in one of said bodies for applyingpower to said driving means,

and relatively movable means interconnectin said bodies at the other end thereof operable to alternately lift and depress said end of one of said bodies with respect to the other as said driving means effects said relative longitudinal movement, the bottom in at least one of said bodies formed to provide a break in the contour thereof positioned vertically below said second named interconnecting means and a portion of said bottom adjacent the break sloping upwardly toward said other end.

6. A walking vehicle comprising a first body, a second body beside said first body, driving means at one end of said bodies including means interconnecting them for relative vertical and longitudinal movement in a closed path lying in a vertical plane, power means in one of said bodies for applying power to said driving means, and relatively movable means interconnecting said bodies at the other end thereof operable to alternately lift and depress said end of one of said bodies with respect to the other as said driving means effects said relative longitudinal movement, said second named relatively movable interconnecting means including rails pivoted to said first body adjacent said second body for oscillation in a vertical plane, guide rails mounted to said first body beyond the ends of said pivoted rails, said guide rails being approximately level with the pivot point of said pivoted rails, and horizontal studs extending from the sides of said second body and having rollers riding on said pivoted rails and said guide rails.

7. A vehicle according to claim 6 wherein at least one of said bodies has a break in the contour of its bottom, with the bottom being sloped upwardly toward said other end, said break being located directly beneath one of said guide rail means.

8. A walking vehicle comprising a first body, a

second body beside said first body, driving means at one end of said bodies including means interconnecting them for relative vertical and longitudinal movement in a closed path lying in a vertical plane, power means in one of said bodies for applying power to said driving means, and relatively movable means interconnecting said bodies at the other end thereof operable to alternately lift and depress said end of one of said bodies with respect to the other as said driving means efiects said relative longitudinal movement, said second named relatively movable interconnecting means including rails pivoted to said first body adjacent said second body for oscillation in a vertical plane, guide rails mounted to said first body beyond the ends of said pivoted rails, said guide rails being approximately level with'the pivot point of said pivoted rails, means to limit the respective ends of said pivoted rails as they pivot between extreme positions, and horizontal studs'extending from the sides of said second body and having rollers riding on said pivoted rails and said guide rails.

JOHN T. TUCKER.

References Cited in the file of this patent UNITED STATES PATENTS 

